Vehicle air bag minimum distance apparatus, method and system

ABSTRACT

A vehicle safety device includes a seat mounted within a passenger compartment of the vehicle, in which the seat is movably connected to a vehicle frame by a seat position adjusting mechanism that allows the seat to move along an axis between a forward-most position and a rearward-most position. An air-bag is mounted within the passenger compartment in front of the forward-most position of the seat, with the forward-most position of the seat defined as a position of the seat in which a distance between a passenger seated in the seat and the air-bag is equal to a minimum safe clearance. In addition, an exemplary method of maintaining a minimum safe clearance between an air-bag mounted in a vehicle and a vehicle passenger includes the steps of preventing motion of a seat toward the air-bag beyond a forward-most position, in which, when in the forward-most position, a passenger seated in the seat is separated from the air-bag by a predetermined minimum safe clearance, and providing a position adjusting mechanism for at least one vehicle control pedal to allow a passenger seated in the seat to adjust a distance between the seat and the at least one pedal by moving the at least one pedal toward and away from the seat. An automatic seat positioning system, which takes into account both seat to air-bag distance and eye height and automatically, may be used to optimally and automatically position a passenger to maximize safety and comfort.

RELATED APPLICATION INFORMATION

This application is a continuation of U.S. patent application Ser. No.11/126,854, filed May 10, 2005, which is a continuation of U.S. patentapplication Ser. No. 10/648,550, filed Aug. 25, 2003, which issued asU.S. Pat. No. 6,916,040 on Jul. 12, 2005, which is a continuation ofU.S. patent application Ser. No. 09/897,536, filed Jul. 2, 2001, whichissued as U.S. Pat. No. 6,634,669 on Oct. 21, 2003, which is acontinuation of U.S. patent application Ser. No. 09/220,832, filed Dec.24, 1998, which issued as U.S. Pat. No. 6,293,584 on Sep. 25, 2001,which claims the benefit of and priority to U.S. Provisional ApplicationSer. Nos. 60/101,487, filed Sep. 23, 1998, 60/105,245, filed Oct. 22,1998 and 60/105,595, filed Oct. 26, 1998, all of which are incorporatedherein by reference.

FIELD OF THE INVENTION

The present invention relates to safety systems and methods for vehiclesand more particularly relates to vehicle air-bag systems which, inoperation, take into account a clearance between a vehicle passenger andan air-bag.

BACKGROUND INFORMATION

Although statistics may indicate that vehicles equipped with air-bagshave enhanced passenger safety, under certain conditions air-bags mayhave been identified as a source of passenger injuries and may have evenbeen cited in some cases as causing death. As understood, deaths mayhave been attributed to air-bags predominantly in low-speed accidents,and air-bags may have also been a factor in deaths resulting fromhigh-speed accidents.

A number of these injuries may have involved shorter drivers (morespecifically, drivers 5′0″ or less in height) who adjust the seatposition so that a distance between the air-bag and the driver arereduced below a safe clearance. Drivers taller than 5′0″ may alsoposition themselves within the minimum safe clearance and thispositioning is dangerous regardless of the height of the driver. Incertain systems, as all of the adjustment for drivers of various sizesis generally done through seat movement, shorter drivers may bepositioned much closer to the steering wheel (and the air-bag containedtherein) than are taller drivers. As indicated above, this may oftenresult in shorter drivers (such as, for example, 5′0″ or less inheight), along with taller drivers who chose to sit close to thesteering wheel, being positioned within a predetermined safe clearance.Depending on the air-bag system used, the safe clearance may vary. A 10″clearance between the driver and the air-bag may usually be sufficientto eliminate certain of any negative effects of air-bag systems.

Conventional seats may generally allow adjustment of the driver's seatbetween a rearward-most position and a forward-most position separatedby a distance sufficient to accommodate the range of leg lengths in theadult population, such as, for example, approximately 8″. It is believedthat these systems may primarily address differences in leg length asdifferences in arm and torso length among the population are lesssubstantial.

Thus, to operate the pedals in prior systems, shorter adults were forcedto move the seat forward, often to the forward-most position while aportion of taller adults also chose to move the seat beyond the safeclearance. This causes a corresponding distance closure between thedriver's chest and head and the steering wheel in which the air-bag isoften located. Thus, when the seat is in the forward-most position, adriver will be separated from the steering wheel by a distance less thanthe required minimum safe clearance.

This problem may have been addressed by systems that determine when thedriver is positioned closer than the minimum safe clearance and thenadjust or suspend air-bag operation. In addition to disabling air-bagswhen the clearance is unsafe, prior systems have slowed the rate ofair-bag inflation or inflated the air-bag in stages. These systems,however, may deprive shorter drivers of the full effectiveness of theair-bag system.

Other areas of concern are in the appropriate use of reduced inflationbags and in post-crash escape and rescue actions. Seat belts, automaticdoor locks and electric windows often become liabilities followingsevere impact, rollover, or in submerged vehicle situations.

It is believed, however, that little attention has been paid tocomputerized safety automation and post-crash escape as they relate tothese features. Rather, industry efforts have been directed to manualdevices such as the “Pointed Window Breaking Hammer” now offered as acar safety accessory to expedite escape.

SUMMARY OF THE INVENTION

An exemplary embodiment and/or exemplary method of the present inventionis directed to a vehicle safety device including a seat mounted within apassenger compartment of the vehicle, in which the seat is movablyconnected to a vehicle frame by a seat position adjusting mechanismwhich allows the seat to move along an axis between a forward-mostposition and a rearward-most position. An air-bag is mounted within thepassenger compartment in front of the forward-most position of the seat,with the forward-most position of the seat defined as a position of theseat in which a distance between a passenger seated in the seat and theair-bag is equal to a minimum safe clearance.

The present invention is also directed to a method of maintaining aminimum safe clearance between an air-bag mounted in a vehicle and avehicle passenger including the steps of preventing motion of a seattoward the air-bag beyond a forward-most position wherein, when in theforward-most position, a passenger seated in the seat is separated fromthe air-bag by a predetermined minimum safe clearance and providing aposition adjusting mechanism for at least one vehicle control pedal toallow a passenger seated in the seat to adjust a distance between theseat and the at least one pedal by moving the at least one pedal towardand away from the seat.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A shows a driver side view of a passenger compartment of a vehicleequipped with a vehicle safety system according to a first exemplaryembodiment of the present invention.

FIG. 1B shows a passenger side view of a passenger compartment of avehicle equipped with a vehicle safety system according to a firstexemplary embodiment of the present invention.

FIG. 2 shows a partially cross-sectional side view of a first pedalposition adjustment apparatus for use with the first embodiment of theinvention.

FIG. 3 shows a partially cross-sectional side view of a second pedalposition adjustment apparatus for use with the first embodiment of theinvention.

FIG. 4 shows a partially cross-sectional front view of the pedalposition adjustment apparatus of FIG. 3.

FIG. 5 shows a partially cross-sectional side view of a third pedalposition adjustment apparatus for use with the first embodiment of theinvention.

FIG. 6 shows a plan diagram of a computer controlled vehicle safetysystem according to the exemplary embodiment and/or exemplary method ofthe present invention.

FIG. 7A shows a partially cross-sectional side view of a fourth pedalposition adjustment apparatus for use with the first exemplaryembodiment of the present invention.

FIG. 7B shows a partially cross-sectional side view of another exemplaryfourth pedal position adjustment apparatus for use with the firstexemplary embodiment of the present invention.

FIG. 8 shows a cross-sectional view of the pedal position adjustmentmechanism of FIG. 7A and/or FIG. 7B taken on a plane perpendicular tothat of FIG. 7A and/or FIG. 7B.

DETAILED DESCRIPTION

FIG. 1A shows a system according to an exemplary embodiment of thepresent invention in which a driver positioned on a seat 2 adjusts theposition of the seat 2 to a desired position between rearward andforward-most positions separated by a distance X. Then, the driveradjusts the position of the pedals 4 so that, when in the desired seatposition, the driver can comfortably reach the pedals 4 (accelerator,brake, clutch, etc.). Any suitably appropriate manual or automatic seatpositioning mechanism may be employed in a vehicle safety deviceaccording to the exemplary embodiment and/or exemplary method of thepresent invention. For example, a seat position adjusting mechanism mayinclude a lever 11 which, in a first position, prevents the seat 2 frommoving forward and rearward and which, in a second position, releasesthe seat 2 so that the seat 2 may be moved forward and rearward by apassenger seated in the seat 2.

A vehicle safety system according to the exemplary embodiment of thepresent invention limits the motion of the seat 2 toward the steeringwheel 6 or other point of deployment of an air-bag 8 so that a distanceA between the driver and the air-bag 8 is at least a minimum safeclearance. Thereafter, the remainder of any further reduction of thedistance between the driver and the pedals 4 is achieved by a rearwardadjustment of the position of the foot pedals 4.

By providing limited adjustment of the position of the seat 2, driversmay still adjust for the relatively smaller variations in chest depthand arm length while the adjustment of the position of the pedals 4allows for the larger adjustments necessary to accommodate differencesin leg length.

The minimum safe clearance may be maintained by limiting seat backmotion toward the steering wheel 6 center to a distance equal to theminimum safe clearance plus a value for a minimum adult chest depth(such as, for example, approximately 8″). Thus, for a 10″ minimum safeclearance and using 8″ for the minimum adult chest depth, the seat 2would be prevented from moving forward past a point where the seat backis 18″ from the steering wheel 6. In such a system, as pedal positionadjustment allows for the greater difference in leg length, a distancebetween the forward-most and rearward-most positions of the seat,allowing only for the lesser differences between chest depth and armlength, could be reduced to approximately 2½″. Then, providing 6″ ofadjustment between forward-most and rearward-most positions of the footpedals 4 makes available to the driver of such a vehicle an amount oftotal adjustment of the distance between the driver and the pedals 4comparable to that provided in previous systems. Although distancesbetween the driver and the steering wheel 6 are being discussed asexamples, the only distance that matters is that between an occupant ofthe vehicle (driver or passenger) and the air-bag cover which is adistance A from the steering wheel located airbag for the driver of FIG.1A and which is a distance A′ from the dashboard located airbag for thepassenger of FIG. 1B.

FIG. 2 shows a manual system for pedal position adjustment whichoperates similarly to the mechanisms in use for manual adjustment ofseat position. When a lever 12 is moved into a release position, a pedalslide mechanism 14 coupled between the frame of the vehicle 1 and thepedals 4 is released into an unlocked configuration in which a pedalslide housing 18 and, consequently, the pedals 4 may be slid forward andrearward relative to the vehicle dashboard 16 (FIGS. 1A and 1B) to adesired position. When the lever 12 is moved from the release positionto a locked position, the pedal slide housing 18 is locked into thedesired position. Of course, the lever 12 may be biased toward thelocked position, such as, for example, by a spring, so that the lever 12automatically returns to the locked position when released. If desired,individual pedals 4 may be mounted to separate pedal slide mechanisms 14thereby allowing each pedal 4 to be adjusted to an optimum position.Alternatively, the pedals 4 may be coupled together for motion forwardand rearward in unison so that a predetermined relative positioning ofthe pedals 4 is maintained.

The pedal 4 of FIG. 2 is pivotally coupled to a slide housing 18 forrotation about an axle 20 with an upper extension 24 of the pedal bar22. The upper extension 24 abuts a first pin 26 which is slidablyreceived in a channel 28 formed in the slide housing 18 and a firstpulley 30 is pivotally mounted on the first pin 26. A second pulley 32is pivotally mounted on a second pin 34 which is fixedly coupled to theslide housing 18 and a cable 36 extends from an anchor 38, around thefirst and second pulleys 30, 32, through a firewall 40 via a conduit 41to an actuator 98 a which operates a vehicle control device 99, such as,for example, clutch, brake or accelerator.

The letter P in FIG. 2 indicates the position of the pedal 4 in apressed position while the letter U indicates the position of the pedal4 in an unpressed position. When in the unpressed position U, the upperextension 24 extends substantially vertically so that the first pin 26and the first pulley 30 are positioned at the front of the channel 28 asthe pedal 4 is biased into the unpressed position U by, for example, aspring or other known mechanism. In the unpressed position U with thefirst pulley 30 at the front of the channel 28, a portion of the cable36 extending between the anchor 38 and the first pulley 30 is at aminimum length thereby operating the actuator into a configurationcorresponding to the unpressed condition of the pedal 4. When the pedal4 is depressed to the pressed position P, the upper extension 24 rotates(clockwise as seen in FIG. 2) to the position indicated by the dashedline pushing the first pin 26 and the first pulley 30 rearward in thechannel 28 and increasing the length of the portion of the cable 36which extends between the first pulley 30 and the anchor 38. This drawsthe actuator into a configuration corresponding to the pressed positionP of the pedal 4.

The slide housing 18 is slidably mounted to a channel member 42 which isrigidly coupled to a lower surface of the dashboard 16 or bracketed tothe firewall 40 for motion between forward-most and rearward-most pedalpositions separated by a distance B. Regardless of the position of theslide housing 18 along the channel member 42, the total cable lengthfrom the firewall 40 to anchor 38 remains constant and, therefore, theaction of the cable 36 on the actuator will be unchanged by anadjustment of the position of the slide housing 18. Thus, the positionof the pedal 4 may be adjusted forward and rearward without affectingthe operation of the actuator or the corresponding vehicle controldevice.

FIG. 3 shows an adjustable pedal position mechanism substantiallysimilar to that of FIG. 2 except that the slide housing 18 extendsfurther vertically with the first pulley 30 arranged below the secondpulley 32 as opposed to the lateral arrangement depicted in FIG. 2 and,in addition, FIG. 3 shows a mechanism for locking the pedal slidemechanism 14 in a desired position. In addition, FIG. 3 shows anexemplary mechanism for locking the slide housing 18 and, consequently,the pedal 4 in a desired position along the channel member 42. Thelocking mechanism includes a ridged plate 44 biased toward an uppersurface of the slide housing 18 by springs 46. The ridged plate 44includes a plurality of projections 48 sized to be received in recesses50 formed in an upper surface of the slide housing 18. The ridged plate44 is coupled to the lever 12 so that, when the lever 12 is pulledupward, the ridged plate 44 is disengaged from the slide housing 18 andthe slide housing 18 may be freely slid forwardly and rearwardly alongthe channel 42. Then, when the lever 12 is released after adjusting thepedal 4 to the desired position, springs 46 move the ridged plate 44down into engagement with the recesses 50 of the slide housing 18 tomaintain the slide housing 18 in the desired position. Theabove-described locking mechanism is exemplary only and any number ofknown mechanisms may be used to lock the channel in the desiredposition.

FIG. 4 shows a partially cross-sectional front view of the adjustablepedal position mechanism of FIG. 3 showing two pedals 4 mounted to slidehousings 18 which are rigidly coupled to one another via a connectingmember 52 so that the position of both pedals 4 relative to one anotheris maintained constant as the adjustable pedal position mechanism isoperated to achieve a desired pedal position. As indicated by the thirdpedal 4 shown in dotted lines in FIG. 4, any number of pedals may beinterlinked for common forward and rearward motion with this mechanism.In the alternative, additional pedals may be de-linked from the firsttwo pedals to allow independent positioning thereof. In addition, one ormore slide housings 18 may be formed as a single one-piece unit togetherwith the corresponding connecting members 52 so that the unit as a wholemoves along the channel 42.

FIG. 5 shows an alternative embodiment of the adjustable pedal positionmechanism of FIG. 2 which incorporates structure essentially identicalto that of FIG. 2 except that the cable 36 is coupled at one end to theanchor 38 while the other end of the cable 36 is coupled to a lever 54which is pivotally coupled to the fire wall 40 via a mount 56. The lever54 is positioned adjacent a member 58 which, when depressed, may operatean electric switch sending a signal corresponding to a degree ofdepression of the pedal 4 to the vehicle control device via the actuator98 a which actuates a vehicle control device as is known in the art. Inaddition, the adjustable pedal position mechanism of FIG. 5 is coupled,for example via a worm gear (not shown) to a servo motor (not shown) forautomatically adjusting the position of the pedal 4. Specifically, theservo motor (not shown) operates based on input from the driver to movethe pedal 4 forward or rearward to the desired position and to lock thepedal 4 in the desired position. Alternatively, the servo motor may beoperated based on memory stored in a CPU of a vehicle control system toselect a predetermined pedal position (or pedal and seat position) basedon predetermined preferences for the current driver. Of course, for suchsystems with the pedal position adjusted in accord with commands from aCPU, the seat position and pedal position may be automaticallycontrolled in accord with criteria stored in a memory to ensure that theminimum safe clearance is maintained.

As a substitute for the servo motor (not shown) for use in the system ofFIG. 5, any suitable automatically operable power source may be employedto automatically adjust the position of the pedals 4 employing anynumber of suitable mechanisms such as those employed, for example, withpowered seats.

As shown in FIG. 6, an adjustable pedal position mechanism as in FIG. 5,may be integrated into a computerized vehicle safety system operated bya CPU 64 which may be part of an on-board microprocessor controllingvarious vehicle functions.

The CPU 64 is coupled to a multiplicity of vehicle control devicesincluding, for example, a clutch control 66, a brake control 68, athrottle control 70, operating condition sensors including, for example,speed and direction sensors 72 and exterior distance sensors 74. Inaddition, the CPU 64 is coupled to vehicle safety components including,for example, driver notification devices 76; crash sensitive in-cardevice controls 78 which may, for example, control door and seat beltunlocking, window opening, motor shut-off, placement of 911 calls; andan air-bag inflation control system 80; and sensors supplyinginformation to the vehicle safety system including, for example, a childseat detector 82, a seat occupied sensor 84, a seat belt in use sensor86, driver/passenger distance and elevation sensors 88, 98, seatposition sensors 90 and submerged vehicle condition sensors 92. Theoccurrence of a crash may be detected, for example, by the accelerationor other sensors used to activate the air-bags, roll-over sensors, etc.

An alternative pedal position adjustment mechanism of FIG. 6 issubstantially identical to the pedal position adjustment apparatusdescribed in the previous embodiments except that instead of the cablecoupled to an actuator via a first fixed pulley and a second movablepulley, a sensor 94 detects a degree of rotation of each of the pedals 4about the axle 20. Each sensor 94 supplies an output signalcorresponding to the angular position of the corresponding pedal 4 tothe CPU 64 which supplies a corresponding control signal to a vehiclecontrol device corresponding to the particular pedal 4.

The computerized vehicle safety system of FIG. 6 may allow adjustment ofboth seat and pedal position through operation of a single switch 95corresponding to currently employed seat position switches, but may bepre-programmed to prevent the driver from adjusting the seat to aposition within the minimum safe clearance. As the driver operates theswitch 95 to request a forward motion of the seat 2, the CPU 64 operatesa servo motor to direct a forward motion of the seat 2 until the driverreaches the minimum safe clearance (as determined by either a driverposition sensor or a pre-set forward-most seat position). The CPU 64then halts the forward motion of the seat 2 locking the seat 2 in theforward-most position and begins moving the pedals 4 toward the driveruntil the driver indicates that a desired position of the pedals 4 hasbeen achieved. The CPU 64 then directs the adjustable pedal positionmechanism to lock the pedals 4 in the desired position. Alternatively,the system of FIG. 6 may also include a separate pedal position switch97 allowing the passenger to adjust the position of the pedals 4regardless of the current position of the seat 2.

As described above, an exemplary embodiment of the present invention mayuse, as an alternative to a predetermined forward-most seat positionbased on a minimum adult chest depth, an electronic passenger distancesensor 88 to monitor, such as, for example, chest to air-bag distance.The CPU 64 then monitors the chest to air-bag distance and controlsmotion of the seat 2 and the pedals 4 to maintain the minimum safeclearance. Upon detecting the minimum safe distance has been achieved,forward seat motion is halted and all further motion request of thedriver is transferred to the servo motor. In addition, although the seatis prevented from moving forward beyond the minimum safe clearance, if adriver or passenger moves his body relative to the seat to temporarilyencroach beyond the minimum safe clearance, the CPU 64 may control theair-bag inflation control 80 to cause it to operate in a reducedclearance mode in which, under predetermined conditions, the system may,for example, reduce an inflation pressure, disable the air-bag or deploythe air-bag in staged inflation until the driver or passenger returnsbeyond the minimum safe clearance. When the driver has returned beyondthe minimum safe clearance, the system discontinues the reducedclearance mode operation.

Upon an adjustment for rear movement of the seat 2 being called for, theCPU 64 directs operation in reverse of that employed for forward motionof the seat 2. That is, when the servo motor 62 is operated to retractthe pedals 4 (toward the front of the vehicle), until the forward-mostposition of the pedals 4 is reached. Then CPU 64 directs additionaldistance adjustments by moving the seat 2 rearward.

An optional front limit button 96 permits a driver to select as apersonal forward-most position, any position of the seat 2 in which thepassenger seated therein is separated from the air-bag by at least theminimum safe clearance and to make adjustments for leg length by movingthe pedals 4 rearward. This allows drivers of all sizes to takeadvantage of a more rearward pedal position thereby reducing thepossibility of lower limb injury.

The present design of “seat slide only” adjustment has also resulted invisual limitations to drivers of small stature as shorter driversstretch to reach the pedals 4. This need to stretch in turn limits theamount of seat elevation that can be physically used.

It is believed, however, that rearward adjustment of the position of thepedals 4 offered by the exemplary embodiment of the present inventionmay eliminate such stretching, and may allow a full range of seatelevation to be employed by all drivers regardless of height, permittingall to obtain optimum design eye level.

An elevation sensor 98 may be coupled to the CPU 64 positioned withinthe passenger compartment to detect an actual height of a driver's head.The elevation sensor 98 may employ technology such as ultrasonic sensorssimilar to sensors included in commercially available distance meters.Using a standard value representing an average difference between aheight of the top of a person's head and their eyes, (such as, forexample, 4″) an optimum eye elevation position may be automaticallyobtained as the CPU 64 directs an electric motor (not shown) in the seat2 to elevate the seat 2 until the elevation sensor 98 indicates that theoptimum eye level has been obtained. As shown in FIGS. 1A and 1B, adistance NN1 from the sensor 98 (roof position) to a corresponding pointto 4 inches below a top of the head is believed to correspond to anoptimal or at least a good distance NN2 of the sensor 98 with respect tothe top of the head.

Thus, the exemplary embodiment of the present invention provides anautomatic driver seat positioning system (DPS), which uses both frontand elevation sensors to automatically position the driver in an optimumvisual and air bag protection position.

Although the described exemplary embodiments show overhead or dashboardslung foot pedals and a pedal position adjustment mechanism adaptedthereto, the exemplary embodiments and/or exemplary methods of thepresent invention may also be applied in vehicles with floor mountedpedals or other pedal mounting arrangements, so long as a combination ofpedal movement and seat movement is provided to ensure that a minimumsafe clearance between the driver or other passenger and an air-bag ismaintained. In addition, though the described embodiments and examplesrefer to driver seat control and a steering wheel located air-bag, thesame concepts may be applied to other passenger seating and air-bagarrangements to maintain a minimum safe clearance between the passengerand the air-bag.

As indicated in FIG. 6, the CPU 64 may be coupled to a plurality ofvehicle systems to create an integrated vehicle safety system.Specifically, in addition to controlling the air-bag system and the seatand pedals to maintain a minimum safe clearance, the system of FIG. 6may include, for example, sensors for determining whether a child seatis mounted on a particular seat, whether a particular seat belt is inuse, the position of the seats, whether a vehicle is submerged or inanother post-crash situation and systems for disabling the ignition ofthe vehicle after an accident, for automatically lowering the windows ina submerged vehicle situation, for unlocking the doors and unfasteningthe seat belts after an accident and for operating a cell phone and/ornavigation system to make a call to 911.

The driver/passenger distance sensors 88 offer a practical method ofcontrolling the inflation of multi stage and/or controlled inflationair-bags, when so equipped. Thus, for example, when the distance sensor88 indicates that the minimum safe distance has been encroached upon,the corresponding air-bag would be activated at a reduced inflationrate. An optimum air bag inflation activation and rate may becontinuously computed by the CPU 64 based upon input from sensors 72,74, 82, 84, 86 and 88.

For example, encroachment beyond the minimum safe clearance, or thedetection of a low speed impact, based upon exterior distance sensors 74and vehicle speed, would initiate a lower inflation setting for therelated air-bag. Thus, the system is further enhanced by interfacingwith other systems that detect seat occupancy and/or active seat beltuse, providing a continuous basis of multi-factor safe inflationevaluation.

It is believed that present foot pedal designs may vary considerably byauto manufacturer, and may therefore use cable control or rod control ofgas, brake and clutch. In the exemplary embodiment, all of the footpedals may be mounted on a single sliding platform located under dash,supported from the firewall and/or dash, and activated by either manualor motorized control as described above.

Combined with motorized control, the vehicle safety system of FIG. 6 mayemploy the sensors 98 and 88 to provide automatic, optimized driverpositioning, regardless of weight or height.

This customized driver positioning system may be implemented by the CPU64 by, for example, activating seat/pedal position control in thefollowing 3 steps: (1) The seat 2 is first returned to its lowest andrearward-most position; (2) After step 1 has been achieved, the seat 2is then elevated to its optimum eye level position, that is, the pointat which the distance indicated by elevation sensor 98 equals an optimumdistance stored in memory; and (3) After steps 1 and step 2 have beencompleted, the seat 2 is advanced to its minimum safe position, thepoint at which the distance indicated by the distance sensor 88 is equalto a predetermined minimum safe distance stored in memory or,alternatively, by advancing the seat 2 to a preselected forward-mostposition.

These steps may be performed in any order. By adjusting the eye heightfirst, however, this should eliminate or at least reduce inaccuracies indetecting the distance between the passenger and the air-bag that mayresult from the varying contour of the passenger (that is, some portionsof the passengers anatomy may project further forward than others).Thus, if horizontal positioning is performed first, a later change invertical position may alter the critical distance between the sensedportion of the passenger and the air-bag.

The driver would then adjust the pedals 4 to the most comfortableposition by further activating the seat position activator.

FIGS. 7A, 7B and 8 show an alternative adjustable pedal positionmechanism which eliminates the cable and pulley arrangements of FIGS. 2and 3. Specifically, the adjustable pedal position mechanism of FIGS.7A, 7B and 8 includes geared slides 100, 102 mounted on rollers 104 andmounted within a housing 106. The geared slides 100, 102 are maintainedin position within the housing 106 by guides 108 with a circular gear110 mounted therebetween. The circular gear 110 is non-rotatably coupledto the pedal rod 22 which extends into the housing 106 via an opening107 and, consequently, to the pedal 4 by a pin 112 which rides in slotsor channels 28 a formed in opposed walls of the housing 106. Thecircular gear 110 is held in an engaged position between the gearedslides 100, 102 in which teeth of the circular gear 110 engage teeth ofthe slides 100, 102 by the bias of a spring 114 which abuts a knob 116which extends out of the housing 106. The knob 116 is mounted on the pin112 so that, when the knob 116 is pushed toward the housing 106 againstthe bias of spring 114, the circular gear 110 is moved to a disengagedposition in which the teeth of the circular gear are out of engagementwith the teeth of the slides 100,102.

Thus, by depressing the knob 116, the circular gear 110 and the pedal 4can be slid to any position along the length of housing 106. Uponreleasing the knob 116, the teeth of the circular gear 110 again engagesthe teeth of slides 100, 102 and the pedal 4 is locked in a newposition. When the pedal 4 is depressed, the pedal rod 22 rotates thecircular gear 110 (clockwise as seen in FIGS. 7A and 7B) which can causeeither the slide 100 to slide forward (to the left in FIG. 7B) or theslide 102 to slide rearward (to the right in FIG. 7B) depending on whichof stops 121 and 123 has been removed. In particular, as shown in theappropriate Figures, stop 123 is removed for the cable pull arrangementof FIG. 7A, and stop 121 is removed for the push rod arrangement of FIG.7B. The force applied by the pedal 4 to the slides 100, 102 may beapplied by the slide 100 to a push rod connector 118, as in FIG. 7B, orby the slide 102 to a pull cable connector 120, as in FIG. 7A, and thatthis force may then be transmitted to an actuator for a correspondingvehicle control device.

One of removable stops 121, 123 is thus used at the respective corner122, 124 to allow either pull cable or push rod control actionselection. For example, removal of stop 121 directs all pedal motion toa forward motion of slide 100 using a rod connector 118 while removal ofstop 123 directs all pedal motion to a rearward motion of slide 102which uses a cable connector 120.

As with the exemplary embodiments described above, although manualadjustment has been described in regard to the adjustable pedal positionmechanism of FIGS. 7A, 7B and 8, motorized control would provide similaraction and could be implemented with similar structure. In addition, theexemplary embodiment of the present invention is compatible with anyalternative mechanisms for using pedal motion to operate a vehiclecontrol device (such as, for example, hydraulic systems).

While a separate motor may be used for the foot pedal track, it couldalso be accomplished by direct connection to the seat drive, such as ina cable shaft drive common to speedometers. While overhead slung pedalsare shown, floor mounted pedals are intended to have similar controls.

Similar seat and distance sensors are suggested for other air bagprotected passengers, to maintain a safe air-bag distance. Thesedistance detectors could be set to halt forward seat movement and issuean audible and/or visible warning when the minimum safe distance isencroached upon.

In addition, braking and accelerator controls may be further monitoredand acted upon by the CPU 64 based upon input from the Exterior DistanceSensors 74 in conjunction with Speed and Direction Sensors 72. Forexample, if the Speed and Direction sensors 72 and related ExteriorDistance Sensors 74 detect imminent impact, additional braking forcesmay be activated via brake control 68.

All safety threats detected by the CPU 64 may also be conveyed to thedriver by an audio and/or visual alert system.

The examples of distances such as the minimum safe clearance from anair-bag are discussed throughout this specification, but these distancesmay vary on a case-by-case basis. In addition, the above-describedembodiments are only exemplary and there are variations andmodifications of the disclosed exemplary embodiments and/or exemplarymethod. These variations and modifications are considered to be withinthe scope of the claimed inventions.

1-38. (canceled)
 39. A vehicle safety system for providing a minimumsafe clearance distance between a front-seat passenger and a frontair-bag arrangement in a vehicle, comprising: a position determiningarrangement having a distance sensor arrangement to determine distanceinformation for a distance between the passenger in a front seatarrangement of the vehicle and the front air-bag arrangement of thevehicle, wherein the front air-bag arrangement is in one of a steeringwheel assembly and a dashboard arrangement; a clearance distanceadjusting system to adjust the distance between the front seat driverand the front air-bag arrangement, the front seat arrangement of thefront seat driver and the front air bag arrangement being movable, basedon the distance information, with respect to one another within thevehicle, the clearance distance adjusting system including at least afront seat position adjusting arrangement that allows relative movementof the front seat arrangement with respect to the front air-bagarrangement to provide the minimum safe clearance distance between thepassenger in the front seat arrangement and the front air-bagarrangement; and a pedal adjusting arrangement that includes apositioning arrangement that is movable to move at least one pedalbetween a first position and a second position, the at least one pedalbeing forward of the front seat arrangement, wherein a distance betweenthe first position and the second position accommodates a range ofpassenger leg lengths.
 40. The vehicle safety system of claim 39,wherein the at least one pedal includes a plurality of pedals, and whenone of the plurality of pedals is moved, the plurality of pedals movestogether, so as to maintain a predetermined positioning of each of theplurality of pedals relative to one another.
 41. The vehicle safetysystem of claim 40, wherein the first position and the second positionare separated by a distance of about six inches.
 42. The vehicle safetysystem of claim 40, wherein the front-seat arrangement and the pedaladjusting arrangement are operated so that the passenger may operate atleast one of the plurality of pedals while seated at the minimum safeclearance position.
 43. The vehicle safety system of claim 42, whereinthe first position and the second position are separated by a distanceof about six inches.
 44. The vehicle safety system of claim 39, whereinthe front air-bag arrangement is mounted in a steering wheel of thevehicle.
 45. The vehicle safety system of claim 39, wherein the pedaladjusting arrangement is operable to move the at least one pedallinearly between the first position and the second position.
 46. Thevehicle safety system of claim 45, wherein the first position and thesecond position are separated by a distance of about six inches.
 47. Thevehicle safety system of claim 39, wherein the minimum safe clearanceposition provides a distance of about 10 inches between a chest of thepassenger and the front air-bag arrangement.
 48. The vehicle safetysystem of claim 39, wherein the minimum safe clearance position providesa distance of about 10 inches between a portion of a chest of thepassenger and the front air-bag arrangement.
 49. The vehicle safetysystem of claim 39, wherein: the at least one pedal includes a pluralityof pedals, and when one of the plurality of pedals is moved, theplurality of pedals moves together, so as to maintain a predeterminedpositioning of each of the plurality of pedals relative to one another;the first position and the second position are separated by a distanceof about six inches; and the front-seat arrangement and the pedaladjusting arrangement are operated so that the passenger may operate atleast one of the plurality of pedals while seated at the minimum safeclearance position.
 50. The vehicle safety system of claim 49, whereinthe front air-bag arrangement is mounted in a steering wheel of thevehicle.
 51. The vehicle safety system of claim 50, wherein the pedaladjusting arrangement is operable to move the at least one pedallinearly between the first position and the second position.
 52. Thevehicle safety system of claim 51, wherein the minimum safe clearanceposition provides a distance of about 10 inches between a portion of achest of the passenger and the front air-bag arrangement.
 53. Thevehicle safety system of claim 49, wherein the pedal adjustingarrangement is operable to move the at least one pedal linearly betweenthe first position and the second position.
 54. The vehicle safetysystem of claim 53, wherein the minimum safe clearance position providesa distance of about 10 inches between a portion of a chest of thepassenger and the front air-bag arrangement.
 55. The vehicle safetysystem of claim 49, wherein the minimum safe clearance position providesa distance of about 10 inches between a portion of a chest of thepassenger and the front air-bag arrangement.
 56. the vehicle safetysystem of claim 39, wherein if the measure of the distance between thepassenger and the front air-bag arrangement indicates that a passengerhas encroached beyond the minimum safe clearance, the front air bagarrangement of the passenger uses a lower inflation rate to inflate theair bag.
 57. The vehicle safety system of claim 39, further comprising:another position determining arrangement to determine a positioncorresponding to an eye-level height of the passenger, and to adjust aseat height of the passenger based on the determined position.
 58. Thevehicle safety system of claim 39, wherein the front air-bag arrangementis operated in a reduced clearance mode when the distance from thedistance determining arrangement is less than a minimum safe clearancedistance between the passenger and the front air bag arrangement. 59.The vehicle safety system of claim 39, wherein the positioningarrangement of the pedal adjusting arrangement is used to adjust thepedals when a driver passenger has reached the minimum safe clearanceposition.
 60. The vehicle safety system of claim 39, wherein the frontair-bag arrangement is mounted in a dashboard arrangement of thevehicle.